Engine governor



Jan. 5, 1954 H. 1.. HARTZELL ET AL 2,664,857

ENGINE GOVERNOR Filed Feb. 14, 1951 s Sheets-Sheet v1 Gttornegs Jan. 5,1954 H. 1.. HARTZELL ET AL 2,664,867

ENGINE GOVERNOR Filed Feb. 14, 1951 SSheets-Sheet 2 I Gttomegs Jan. 5,1954 H. L. HARTZELL ET AL 2,664,867

ENGINE GOVERNOR Filed Feb. 14, 1951 3 Sheets-Sheet 3 attorney PatentedJan. 5, 1954 ENGINE GOVERNOR Herman L. Hartzell and Argyle G.Lautzenhiser, Anderson, Ind., assignors to General Motors Corporation,Detroit, Mich., a corporation of Delaware Application February 14, 1951,Serial No. 210,872

15 Claims.

This invention relates to engine controlling means and more particularlyto governor means for controlling engines of the internal combustiontype.

The principal object of the present invention is to provide a simple andinexpensive engine governor and control means utilizing parts ofexisting engine driven mechanism and incorporating therein governingmeans acting in accordance with any one of a plurality of values ofspeed to accurately hold this value of speed without hunting of thegoverning means and control means.

The combination of control means by which this object is accomplishedtogether with other novel features of the invention will become apparentby reference to the following detailed description and drawingsillustrating different modifications of the invention.

Figure 1 of the drawings is a diagrammatic view of one modification ofthe invention with parts shown broken away and in section.

Figure 2 is an enlarged view of a portion of Figure 1 with parts shownbroken away and in section.

Figure 3 is an enlarged cross sectional View similar to Figure 2 of amodified form of a portion of the control mechanism shown in Figure 2.

Figure 4 is a vertical elevation of a modification of a modified form ofanother portion of control means shown in Figure 1.

Figure 5 is a view taken on line 5--5 of Figure 1 with parts shownbroken away and in section.

Figure 6 is a side elevation of a portion of the mechanism shown inFigure 5.

Figure 7 is a diagrammatic view of the control mechanism shown inFigures 4, 5, 6 and 7.

The control system shown in Figure 1 included governor throttle valve Iof the butterfly type secured on a shaft 3 journaled in the verticalportion 5 of an engine intake manifold A carburetor 9 having aconventional butterfly throttle valve, not shown, on a shaft l journaledin the carburetor and having an arm secured thereto and manuallyoperated by a link l3. The carburetor 9 is connected to the upper end ofthe vertical manifold portion and an air cleaner I5 is mounted in theair inlet of the carburetor. I

The governor valve shaft 3 has an arm I! secured on one end and a rodIS-is pivoted at one end thereto and secured at the other end to thecenter of a circular flexible diaphragm 2| secured at the periphery in acylinder 23 s ported on a projection of the intake manifold portion 5. Atension spring is secured between another projection on the manifoldportion 5 and the arm I! and the spring 25 urges the governor valve I tothe open position, as shown. One end of the cylinder 23 is open toatmosphere and the other end is connected to a suction con-- duit 21connected to another suction conduit 29, shown connected at one end to aport in the manifold portion 5 on the carburetor side of the valve Abranch suction conduit 3| is connected between the conduit 29 to anotherport located on the engine side of the valve in the manifold portion 5.The other end of the suction conduit 29 is connected by means of athreaded reducing bushing 3'3 screwed in a port extending radiallythrough a wall of a cylindrical cavity portion 31 provided in the body39 of an engine ignition distributor. An adjacent enlarged diameter,upper cylindrical cavity portion 4| is located immediately above and incommunication with the cavity portion 31. The upper cavity portion 4| isprovided with large diameter threaded ports 43 and 45 disposeddiametrically in the wall of this cavity portion. A reducing bushing 41is threaded into the port 43 and a plug 49 is threaded into the port 45.As shown in Figure 1 a conduit 5| is connected between the bushing 41and a port in the outlet side of the air cleaner IS. The distributorbody bore is shown extending axially with respect to the cavity portions31 and 4| and a dis tributor shaft 53 is downwardly insertable throughthe bore and is rotatably mounted by means of a ball bearing 55 in theupper portion of the body bore and by a plain bearing 51 in the lowerportion of the bore, as best seen in Figure l. A spiral, driven gear 59is secured on the lower end of the shaft 53 and a spiral driving gear 8|on the engine driven camshaft 63 within the engine crankcase 64 mesheswith and rotates the gear 59. A helical oil return groove 65, see Figure1, is provided in the shaft portion supported in the plain bearing 51and an atmospheric vent port 61 is provided in the distributor boreimmediately above the plain bearing 51 and opening into the body bore.The oil return groove 65 and vent port 6'! prevents oil from the enginecrankcase 64' from working up wardly along the distributor shaft 53. 1

A pair of distributor shaft seal assemblies, generally indicated by thecharacter reference 69 in Figure 2, are provided in the lower cavityportion 31 to form a suction. chamber between these assemblies and anupper atmospheric pressure chamber in the upper cavity portion 4I abovethe seal assemblies.

Each of these seal assemblies are of conventional type and include atubular housing 1i having internal end flanges with a synthetic rubbersealing washer 13 and annular spacers 15 and 11 held in compressionbetween the .end flanges of the seal housing II. The flexible sealingwasher 13 is provided with an axially flaring, sealing lip 18 the inneredge of which engages the distributor shaft 53 and the outer portion ofwhich is engaged by a similarly flared portion of the spacer I5. It willbe noted that the seal housings 1| arepressed into the upper and lowerportions of the lower cavity 31 in the distributor body I, above andbelow the suction port 31 to form a suction chamber between these sealassemblies. The flared sealing lip 18 of the upper sealing washer 13extends upwardly and engages the shaft 53 and the lip '18 of the lowerwasher extends downwardly and engages the shaft and the intake manifoldsuction applied through the conduit 29 and suction port .draws theselips 84 into tight sealing contact with the distributor shaft 53. Theupper seal assembly 69 seals off the upper cavity portion II from thesuction chamber between the seal assemblies and the upper cavity II thenserves as an atmospheric air chamber as it is connected by the conduit5I directly to the outlet side of the air cleaner I5.

The distributor shaft 53 is shown provided with a diametrically drilledmain passage 19 in the plane of the ports and 43 of the upperatmospheric chamber anda branch passage 8| is drilled diagonally in theshaft from a radial counterbore 83 therein, in the suction chamber, tothe main shaft passage 19 adjacent one end thereof.

A valve stem 85 has a synthetic rubber bushing 81 pressed on one end anda hollow cylindrical, centrifugal flywheel 89 is cushioned on thebushing .81 and is provided with an internal outer end flange 90 havingan internal diameter slightly larger than the valve stem. A machinescrew 9'I having a washer 03 thereon, provided with a spring finger, isthreaded into the end of the valve stem to prevent outward movement ofthe flyweight 80 off this end of the stem. A nut 95 is adjustablythreaded on the other end of the valve stem 85 and a compression spring91 is placed on the stem between a seat portion 99 on the nut 95 and acounterbore IOI in the adjacent end of the diametrical main shaftpassage I9.

The stem 85 is provided with an annular groove I02 provided with endwalls I03 and I05 tapering axially from the bottom to the shaftperiphery. The spring 91 urges the fiyweight 89 and rubber bushing 81into contact with one end of the main shaft passage 19 and positions theannular groove I02 in the valve stem 85 in overlapping relation with theother end of the main passage 19 and adjacent pper end of the diagonalbranch passage 8I communicating therewith in the distributor shaft 53.

The tapered end wall I03 of the groove I 02, pcsitioned outwardly of theend of the main shaft passage 19, has a smaller taper angle than theother end wall I05 shown registering with branch passage 8I. Thesetapered end wall portions I03 and I05 permit easy entry of clean air atatmospheric pressure into the groove I02 and the ends of the shaftpassages 19 and 8|, when the shaft is rotating. The more graduallytapered end wall I03 of the groove I02 also provides an increasingrestriction to the clean air flowing into the groove I02 and theadjacent ends of the shaft passages 19 and 8I as this wall of the stemgroove is moved inwardly toward and into the main shaft passage andfinally closes off the end of the main passage when the speed ofrotation of the distributor shaft 53 and flyweight increases to a valuecausing the centrifugal force acting radially outwardly on the flyweightto move the valve stem groove inwardly against the force of thespring35. This initial decrease and final cutoff of clean air at atmosphericpressure through the passages 19 and BI in the distributor shaft 53 tothe lower suction chamber 31 in the distributor body and to thecommunicating suction conduits 21, 29 and 3| cause increased suction tobe applied the diaphragm 2I .in the cylinder 23 and a controlled rate ofclosure of the governor throttle I toward the closed position ,to limitthe engine speed to a preselected value. The tapered end walls of thevalve stem groove I02 have the same pressure applied thereto, and thegroove moves inwardly into the main shaft passage 19 in thesame-direction as the clean air entering this pasage. Inertia andfrictional forces between the valve stem 05 and wall of the main shaftpassage in the distributor shaft 53 applied thereto by the torsionalvibration of the engine crank and camshafts are materially reduced andfree sliding movement of the stem together with long life of the stem isprovided. All of the above mentioned items provide a control systemwhich. accurately limits the engine speed to anyone of a plurality ofdesired values by adjustment of the force of both the spring 91 on thevalve stem and the spring 25 urging the governor valve I to the openposition without hunting 0! the valve stem and governor valve.

If desired, the governor throttle valve I, shown in Figure 1, may bedispensed by using a lost motion connection, such as shown in Figures 4,5, 6 and '1 between the carburetor throttle valve shaft and theconventional accelerator pedal.

As best seen in Figures 4, 6 and 7, the carburetor butterfly valve 2 IIis secured to a shaft 2 I3 journaled in the carburetor body 2I5 and anair cleaner 2I1 is connected to the air intake side of the carburetorbody. An arm 2I9 is secured on one end of the valve shaft 2I3 and isconnected by means of a rod 22I to the diaphragm 223 in a cylinder 225secured to a carburetor body and having a suction connection 226 adaptedto be connectedto the suction conduit 29 shown in Figures 1 and '7. Aspring 221 is connected between the arm 2 I 9 and carburetor body tourge the valve 2-Il to the open position. An accelerator pedal 229provided with a stiff return spring 23I and is connected by an arm 232to a link 233 shown connected to an arm 235. A lost motion connection ispositioned between the arms 2I9 and 235. As shown schematically inFigure 7. this lost mo tion connection includes 2. lug 231 on the arm235, which is rotatably mounted on the throttle shaft 2 I3. The lug 231is urged-into engagement with one side of the arm 2| 9 secured on theshaft by the stiffer accelerator return spring 231. With the acceleratorpedal 229 depressed to compress the accelerator return spring 23I, asshown in Figure 7, the weak spring on the arm 2 I 9 causes this arm tobe held in engagement with and follow movement of the arm 235 by theaccelerator pedal 229 and cause opening of the throttle valve 2II by thespring 221. When suction is applied to the diaphragm 223 through theconduit 23 by action of the governor flyweight at a preselected enginespeed, as previously described, the diaphragm 223 moves the arm 2I9against the force of the spring 221 away from the lug 231 on the lever235 and"movesthe throttle valve-2n toward the closed position when theaccelerator 229 is depressed. When foot pressure is relieved from theaccelerator pedal 229 the stiff return spring 231v moves the link 233 tothe left and thereby moves the lever 235 counterclockwise and the lug231 thereon engages and moves the lever 2l9 counterclockwise against theforce of the weaker spring 221 and causes the throttle valve 2H to bemoved substantially the closed position tocause the engine to operateatidling speed in conventional manner. 1

The lost motion connection shown in Figures 4,5 is similar to that shownin Figure 7 and comprises a stub shaft 239 journaled in a bearing member24! secured to the carburetor body MS with the stub shaft 239 positionedin end-to-end alignment with the throttle valve shaft 213; The lever 235is secured to the outer endof the stub shaft 239 and a coupling flange243 is secured to the inner end thereof. The inner end face-of theflange 243 is shown in Figures 4 and 5, provided with diametricallyspaced lugs 245, corresponding to the lug 231 on the lever 235 shown inFigure 1. Another coupling flange 241 is secured 'on the throttle valveshaft 213 adjacent the flange 243. The flange 241 is also provided withdiametrically spaced lugs 249 corresponding to the side of the lever 219engaged by the lug 231 on the lever 235 shown in Figure '7. The lugs 249are moved into engagement with the lugs 241 by the spring 221 to causeopening of the throttle valve 2 II when the accelerator pedal 229 isfully depressed "and the accelerator return spring 23! moves the lugs245 in the opposite-direction into contact with .the lugs 249 to movethe throttle valve 2 wine idle position. As shown in Figure 5 anidle'speed stop screw 25! is threaded in the bearing member I and isengaged by a radial extension '2 53 on one of the lugs 249 to move thisextension 249 into contact with the idle stop screw 25l and position thethrottle valve 2| I in the idle position.

With an engine designed for underwater operation theignition'distributor is slightly modified. from that shown in Figure 1.The ignition distributor, for under water operation, shown in Figure 3,diners only from the one shown in Figure 1 in the following manner:

The distributor body 255' is provided with a cylindrical, upper suctionchamber 25:! formed by two seal assemblie 259 spaced axially'apartinthis chamber extending around'the distributor shaft 26!. A'suction port263 eXtend's::-through the wall of the'suction chamber'251 between theseal assemblies and'is adapted .to be connected to the suction conduit29, shown in'l igu're l. A lower, cylindrical atmosphericchamber- 265oflarger diameter is provided in the body-255 and is sealed off by theshaft seal assembly 259 in the upper end of this chamber andanother'shaftseal assembly 261-in the lower'end; The'atmospheric chamber265 is also provided with diametrically disposed ports in the wall,shown. closedby threaded plugs 269. A clean air inlet passage 2H in thebody 255 extendsl upwardly fromrthe atmospheric chamber 255 to theupper, open'end, ignition chamber 213 shown, closed by a-distributor cap215. This ignition chamber 213.is provided with a clean air'inlet port211- for ventilation of i this chamber and the port 211 is adapted to beconnected to the outlet "side of..'an engine aircleaner by a conduit 29such as shown in Figure 1. The lower end wall er the' atmoS-L phericchamber 265 is provided with a" threaded pressure'opening 219sh'ownclosed, by a pipe'plug 28L The pressure opening 219 is adapted to beconnected by a suitable conduit to an engine crankcase and supplied withair pressure above that of the atmosphere when operating under water sothat substantially equal pressure will be maintained on opposite sidesof the shaft seal assembly 261 adjacent the lower end of the dis-'tributor shaft 26!. The shaft 26! is likewise shown rotatably supportedat the upper end by a ball bearing 283, and supported at the lower endby a, plain bearing 285 and the shaft portion within the bearing 285 isalso provided with a helical oil return groove 281. When equal pres sureis maintained on opposite sides of the seal assembly 261 the oil return281 and seal 261 pre? vents entry of oil vapor into the distributor body255; A driving gear 288 is secured to the lower end of the distributorshaft 26l. It will be noted that the distributor shaft 26| is likewiseprovided with a diametrical main passage 289 in the plane of the portsclosed by the plugs 269 in the atmospheric chamber 265 and a diagonallyupwardly extending branch passage 291 leads from a point adjacent oneend of the main passage 289 to a counterbore 293 in the shaft 261located in the suction chamber 251'be-" tween the seal assemblies 259.Either of the plugs 269 is removable to permit insertion of a valve stemassembly similar to that described "with reference to the valve stemassembly shown in Figure 1. The valve stem assembly shown'in Fig ure '7,also includes a valve stem having a rubber bushing pressed on one end, acentrifugal fi'yweight pressed on the bushing,"a spring for the stem andan annular groove having end walls tapering outwardly from the bottomand coopcrating with the adjacentends of the main and branch passages289' and 29| in the'shaft in identical manner to that previouslydescribed with reference to the operation of the valve stem by theflyweight opposed by the stem spring. 1

Each of the above described engine control mechanisms have been found tocooperate in the manner described to provide means for accuratelylimiting the speed of internal combustion engines without overshooting,undershooting and hunting. Themodificationshown in Figure 3 enablestheengine to be run under Water when fording streams. v 1 1 HWeclaim: 1. A control device for an internal combustion. engine-having.an intake passageway, a valve therein, resilient means urging thevalveto an open position, a suction actuated device .in-com'-.munication withthe intake passageway and.op--- eratively connected tothe .valve for moving the valve toward'the closed position, said controlde.-.. vice comprising a control valve. body.having a pair of.chamberstherein, eachchamber having a port in thewall thereof and aborextending through the chambers, a shaftrotatable in the bore inaccordance with the speed of the engine and having a main passagextending diametri cally therethrough withinpne chamber and a branchpassage leading therefrom to the other chamber, valve means adapted toclose said branch passage from said main shaft passage, said valve meanscomprising a valve stem slidable in the main shaft passage and having acentrif'ugal weight on one end and a groove spaced therefrom, resilientmean urging the weightintoi contact'with'the shaft at one end of themain' shaft passage and 'biased'to position'the groove in the stem inoverlapping relation 'with'theothe'i end of the main shaft passage'andwith the" ea 7 Jacent end; of the branch passage and means for placingone chamber port in fluid communication with the suction operated deviceand the other port serving as a fluid inletport.

2. A control device for an internal combustion engine having an inletpassageway, an air cleaner at the entrance thereof and a governor valvein the passageway, resilient means urging the governor valve to the openposition, a suction actuated device in communication with the inletpassageway on opposite sides of the governor valve and operativelyconnected therewith for moving the valve toward the closed position,said control device comprising a control valve body having a pair ofchambers therein, each cham her having a port in the chamber wall, abore extending through the chambers, a shaft rotatable in the bore inaccordance with the speed of the engine and having a main passageextending diametrically therethrough within one chamber and a branchpassage extending from the main passage to the other chamber, valvemeans adapted to close said branch passage from said main shaft passage,said valve means comprising a valve stem slidable in the main shaftpassage and having a centrifugal weight on one end and a groove spacedtherefrom, resilient means urging the weight into contact with the shaftat one end of the main shaft passage and biased to position the valvestem groove in overlapping relation with the other end of the main shaftpassage and with the adjacent end of the branch passage, means forplacing one chamber port in fluid communication with the engine aircleaner and means placing the other chamber port in fluid communicationwith the vacuum operated device.

3. A control device for an internal combustion engine having an intakepassageway including an air cleaner on the inlet end, a governor valveon the engine side and a carburetor having a throttle valve in thepassageway between the air cleaner and governor, resilient means urgingthe governor valve to the open position, a suction operated device incommunication with the intake passageway on opposite sides of thegovernor valve and having a member connected to the governor valve formoving said valve toward the closed position, said control devicecomprising a valve body having at least two chamber therein and a boreextending therethrough, a shaft rotatable in the bore in accordance withengine speed having a main passage extending therethrough and located inone chamber and a branch passage leading from the main passage to theother chamber, conduit means connecting one chamber to the intakepassageway adjacent th air cleaner, conduit means connecting the otherchamber to the suction operated device, valve means adapted to closesaid branch passage from said main shaft passage, said valve meanscomprising a valve stem slidable in the main shaft passage having agroove therein, a resilient bushing on one end of the valve stem, acentrifugal weight supported on the bushing means secured to the stemfor re taining the weight thereon and resilient means biased to positionthe groov in the valv stemin overlapping relation with one. end of themain passage and with the adjacent end of the branch passage and urgingthe weight into contact with the other end of the main shaft passage.

4. A control device for an internal combustion engine having an intakepassageway for the motive fluid of the engine, a valve in the p assage-,

way, resilient means urging the valve to the open position, and fluidoperated means in communication with the intake passageway on oppositesides of the valve for moving the valve toward the closed position, saidcontrol device comprising a valve body having a pair of chamberstherein, each chamber having a port in the wall thereof and a boreextending through the chambers, a shaft rotatable in the bore inaccordance with the engine speed and having a main passage extendingdiametrically therethrough within one chamber and a branch passageleading from the main passage to the other chamber, slide valve meansadapted to close said branch passage from said main shaft passage, saidvalve means comprising a valve. stem supported in said main passage andhaving a groove and a centrifugal weight thereon, resilient meansopposing movement of the centrifugal weight and biased to position thevalve stem groove in overlapping relation with one end of the mainpassage and with the adjacent end of the branch passage, means forplacing one chamber port in fluid communication with the intakepassage,- way adjacent the inlet end and means for placing the otherchamber port in fluid communication with the fluid operated means.

5. A control device for an internal combustion engine having an intakepassageway, a valve therein, resilient means urging the valve to theopen position, a suction operated device in com-- munication with theintake passageway and operably connected to the valve for moving saidvalve toward the closed position, said control: device comprising acontrol valve body having a pair of chambers therein, each chamberhaving a port in the chamber wall and a bore extending through thechambers, a shaft rotatable in the bore in accordance with engine speedand having a main'passage extending diametricallytherethrough within onechamber and a branch passage extending from the main passage to theotherchamber, valve means adapted to close said branch passage from said mainshaft passage, said valve means comprising a. valve stem slidable in themain passage having a groove and a centrifugal weight on one end of thestem, resilient means urging the weight into contact with the shaft atone end of the main passage and biased to position the valve stem groovein overlapping relation with the outer end of the main passage and withthe adjacent end of the branch passage leading therefrom, a fluidconnection interconnecting the port of the cham her to which the branchpassage extends with the suction operated device, the port in the otherchamber being open to atmospheric pressure.

6'. A control device for an internal combustion engine having an intakepassageway, an air cleaner on the inlet thereof, a valve in thepassageway, resilient means urging the valve to the open position, asuction actuated device in communication with the intake passageway andoperatively connected with the valve for moving said valve toward theclosed position, said con trol device comprising a valve body having apair of chambers therein and a bore extending through the chambers, ashaft rotatable in the bore in accordance with the speed of the engineand having a main passage extending diametrically therethrough withinone chamber and a: branch passage extending from the main DES-n sage tothe other chamber, valve means adapted to close said branch passage fromsaid main shaft passage, said valve means comprising a valve stemslidable in the main passage having a groove and a centrifugal weightthereon, resilient means biased to position the valve stem groove inoverlapping relation with one end of the main passage and with theadjacent end of the branch passage leading therefrom, a fluid connectioninterconnecting the chamber having the valve stem therein with theintake passageway adjacent the air cleaner and a fluid connectioninterconnecting the other chamber with the suction operated device.

7. A control device for an internal combustion engine comprising a bodyhaving aligned small and large diameter bores in the ends thereof, ashaft bearing in each-bore, shaft seals spaced apart in the large boreinwardly of the bearing therein, a shaft insertablethrough the bearingsand seals and rotatable thereon and forming adjacent chambers in thebody, said body having openings in the walls of one chamber thereofand'closures for the body openings, said shaft having a main passageextending diametrically through the shaft in the plane of the bodyopenings in one chamber and a branch passage extending from the mainpassage to the adjacent chamber, said adjacent chamber having an outletport therein valve means insertable through the body openings andcomprising a valve stem slidable in the main passage and having a grooveadjacent one end thereof, an adjustable spring seat on the end of thestem adjacent the groove,

a spring between the seat and one side of the shaft, a rubber bushing onthe other end of the stem, a centrifugal weight supported on thebushing, and means on the stem in engagement with the weight to preventoutward movement of the weight relative to the stem, said spring biasedto position the valve stem groove in registry with the outer end of themain shaft passage and branch passage and retaining the weight incontact with the opposite side of the shaft.

8. A control device for an internal combustion engine comprising a bodyhaving alignedsmall and large diameter bores in the ends thereof, ashaft bearing in each bore, shaft seals spaced apart in the large boreinwardly of the bearing therein, a shaft insertable through the bearingsand seals and rotatable thereon and forming adjacent chambers in thebody, said body having openings in the walls of one chamber thereof andclosures for the body openings, said shaft having a main passageextending diametrically through the shaft in the plane of the bodyopenings in one chamber and a branch passage extending from the mainpassage to the adjacent chamber, said adjacent chamber having an outletport therein valve means insertable through the body openings andcomprising a valve stem slidable in the main passage and having a grooveadjacent one end thereof, an adjustable spring seat on the end of thestem adjacent the groove, a spring between the seat and one side of theshaft, a rubber bushing on the other end of the stem, a centrifugalweight supported on the bushing, and means on the stem in engagementwith the weight to prevent outward movement of the weight relative tothe stem, said spring biased to position the valve stem groove inregister with the outer end of the main shaft passage and branch passageand retaining the weight in contact with the opposite side of the shaft,the outer end wall of the stem groove tapering outwardly with respect tothe adjacent end of the main shaft passage.

9. A control device for an internal combus- 10 tion engine comprising abody having aligned small and large diameter bores in the ends thereof,a shaft bearing in each bore, shaft seals spaced apart in the large boreinwardly of the bearing therein, a shaft insertable through the bearingsand seals and rotatable thereon and forming adjacent chambers in thebody, said body having openings in the walls of one chamvjacentthegroove, a spring between, the seat and one side of the shaft, arubber bushing on the other end of the stem, a centrifugal weightsupported on the bushing, and means on the stem in engagement with theweight to prevent outward movement of the weight relative to the stem,said spring biased to position the valve stem groove in registry withthe outer end of the main shaft passage and branch passage and retainingthe Weight in contact with the OPPO- site side of the shaft, said groovehaving end walls tapering axially outwardly from the bottom to restrictthe flow of fluid through and direct the fluid into the main and branchpassages.

10. A control device for an internal combustion engine comprising ahousing having a pair of axially spaced chambers formed therein, a

shaft extending through said chambers, shaft seals spaced axially ofsaid shaft to prevent fluid leakage between said chambers, each of saidchambers having at least one opening therein, said shaft having a mainpassage extending diametrically therethrough in one of said chambers anda branch passage extending from the said ,main shaft passage to theother chamber, valve ,saidstem and said shaft, said stem having a groovethereon intermediate the ends thereof,

said resilient means biasing said stem to position the valve stem groovein overlapping relation between the end of said main shaft passageremote from said centrifugal weight and the end of said branch passagecommunicating with said main shaft passage.

11. In an internal combustion engine ignition and speed control deviceof the type which includes a housing rotatably supporting a shaft drivenat one end from the engine and having engine ignition means therein atthe other end of the shaft and a centrifugally unbalanced control valveintermediate the driven end and ignition end of the shaft forcontrolling fluid com munication between spaced chambers in the housingthrough fluid passages in the shaft, the combination wherein saidcentrifugally unbalanced control valve comprises a valve stem having apassage connecting groove intermediate the ends thereof, a resilientbushing on one end thereof, a centrifugal weight surrounding the bushingand resilient means on the other end of 11 said stem opposing movementof said stem by said weight.

12. In combination with an engine driven shaft having a cross-boreextending generally transversely therethrough and at least one fluidbranch passage communicating with said crossbore, a centrifugallyunbalanced governor valve extending through and slidable in saidcrossbore, said governor valve comprising a valve stem having a grooveintermediate the ends thereof, a resilient bushing on one end of saidvalve stem without said cross-bore, a governor weight surrounding saidbushing and resilient means on the other end of said valve stem opposingmovement of the valve stem by said centrifugal weight, said resilientmeans being biased to position the said stem groove influid controllingrelationship withsaid cross-bore and 'said fluid branch passage.

13. 'A control device for an internal combustion engine having an intakepassageway, a

valve therein, a fluid pressure actuated device operatively connected tothe valve, said control 'device including a housing having a pair ofchambers therein and an axial bore extending centrally therethrough, ashaft rotatable in said bore in accordance with the-speed of the enginethrough said main shaft passage and said branch passage, said valvemeans comprising a valve stem slidable in the main shaft passage andhaving a centrifugal 'weight on oneend and a groove spacedtherefromintermediate the ends 'ofsaid stern, means urgingthe weightinto contact with the shaft-at one endof the main shaft passage andbiased to position the said groove in the stem in over-lapping relationwith the other end of the main shaft passage and with the adjacent endof the branch passage and means for placing'one of said housing chambersinfluid communication with thesaid fluid pressure operated device.

14.18. centrifugal governor valve comprising in combination, a shaftportion adapted to be driven bya rotating agencyin-accordance with therotational speed thereof said shaft portion constituting a valve bodyand having a walled -valve bore extending generally transverselytherethrough and a pair'of spaced fluidports defined in the wallsthereof each communicating with said valve bore, -a-slide valveincluding a valve stem in slidable engagement'with the walls 12 of thevalve bore, a governor 'weight on one end of said valve stem withoutsaid valve bore and balance means on the other end of said 'valve stemopposing movement thereof by -said governor weight, said valve stemhaving a reduced portion thereon and being :biased by said balance meansto position the said reduced poxtion thereof in fluid controllingrelationship with said fluid ports.

-15. In an internal combustion engine ignition and speed control deviceof the type which inoludes a housing rotatably supporting a shaft drivenat .one end from the engine and having engine ignitionmeans thereinatthe otherendsof the shaft and a centrifugally unbalanced control valveintermediate the driven end and the ignition end of the shaftforcontrolling fluid .communication between spaced chambers :in :thehousing throughfluid passages in the shaft-the combination wherein saidcentrifugally unbalanced control valve comprises a walled valve bodywith a valve bore extending generally transversely through said shaftand having a pair of spaced fluid ports defined in the walls thereofeach communicating with the valve bore and thesaid .fiuid passages .insaid shaft and ;a valve stem'in slidableengagement'with the -.walls ofthe valve bore, said valve stem :havinga reduced portion intermediate:the ends :thereof, .a governor weight on one end of the :valve stemwithout said valve bore and balance means :on the other end of saidvalve .stem "biasing the valve stem to position the meducedportionthereof in fluidcontrolling relationship with the said fluid ports.

HERMAN 1.. HARTZELL.

.ARGYLE G. LAUTZENHISER.

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